EP0077053A2 - Gear shift control linkage of transmission - Google Patents
Gear shift control linkage of transmission Download PDFInfo
- Publication number
- EP0077053A2 EP0077053A2 EP82109348A EP82109348A EP0077053A2 EP 0077053 A2 EP0077053 A2 EP 0077053A2 EP 82109348 A EP82109348 A EP 82109348A EP 82109348 A EP82109348 A EP 82109348A EP 0077053 A2 EP0077053 A2 EP 0077053A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- rod
- support rod
- transmission
- control
- gear shift
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/0208—Selector apparatus with means for suppression of vibrations or reduction of noise
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20012—Multiple controlled elements
- Y10T74/20018—Transmission control
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20396—Hand operated
Definitions
- the present invention relates to a gear shift control linkage system for a vehicular transmission.
- a linkage for transmitting a manual movement of a control or shift lever to the transmission to accomplish a speed change.
- a linkage also serves to transmit vibrations of the engine reversely from the transmission to the control lever and to the body of the vehicle. If a resonance is caused in the linkage by a vibration of the engine, the vibration is amplified and exerts more harmful influence.
- a gear shift control linkage system comprises a manually operable gear shift control lever which is swingable on a fulcrum intermediate between an upper end and a lower end, support means which supports the control lever and has pivot bearing means for allowing the control lever to swing on the fulcrum, and a control rod pivotally connected at one end with the lower end of the control lever and pivotally connected at the other end with a control shaft of the transmission for transmitting a movement of the control lever to the transmission to effect a speed change.
- the control rod comprises two parts, a first half rod on the control lever side and a second half rod on the transmission side which are connected together end to end by a joint.
- the control rod is supported rotatably and axially slidably at an intermediate portion between both ends by an arm formed in the support means.
- the support means comprises a support rod which extends substantially in parallel with the control rod and fixedly supports the pivot bearing means.
- One end of the support rod is connected to a body of the vehicle, and the other end is connected to a housing of the transmission or the body of the vehicle.
- the arm of the support means is integral with the support rod and has at an end slide bearing means which supports one of the first half rod and the second half rod in such a manner that the supported one is axially slidable and rotatable on its own axis.
- the support rod too comprises two parts, a first half support rod on the control lever side and a second half support rod on the transmission side which are connected together end to end by a joint.
- a control rod 1 is connected, at one end through a universal joint 4, with a striking rod 3 which extends into a transmission 2 connected with an engine (not shown).
- the control rod 1 extends rearward of the transmission 2 and is connected at the other end rotatably with a lower portion of a control or shift lever 5.
- a support rod 6 is pivotally connected at one end through a pin (not shown) with the transmission 2.
- the support rod 6 extends rearward substantially in parallel with the control rod 1 and is fixed to a bracket 7 which is connected with a vehicle body member 9 through an elastic member 8.
- the support rod 6 swingably supports the control lever 5 through a spherical bearing 10.
- the control lever 5 is swingable in the fore and aft direction (right and left in Fig. 1) and in the right and left direction (perpendicular to the plane of the paper in Fig. 1).
- the length of the control rod 1 is determined by the relation of the positions of the transmission 2 and the control lever 5. Therefore, it is difficult to avoid a resonance of the control rod 1 which occurs when the frequency of a vibration caused by the engine revolution coincides with the natural frequency of the control rod 1. Such a resonance amplifies the vibration of the engine, which is then transmitted through the control rod 1 not only to the control lever but also to the vehicle body via the support portion of the control rod 1.
- a control rod 1 is divided into two parts, a first part 1a on the control lever side and a second part 1b on the transmission side, and these two parts 1a and 1b are connected together by a universal joint 11.
- This control rod 1 is connected at one end with a striking rod 3 of a transmissin 2 through a universal joint 4.
- the control rod 1 extends rearward of the transmission 2, and the other end of the control rod 1 is rotatably connected with a lower portion of a control lever 5, as in the case of Fig. 1.
- a support rod 6 is swingably connected with the transmission 2 by a pin.
- the support rod 6 extends substantially in parallel with the control rod 1 and is fixed at the other end with a bracket 7 which is connected with a vehicle body 9 through an elastic member 8.
- the support rod 6 swingably supports the control lever 5 through a spherical bearing 10.
- the control lever 5 is swingable in the fore and aft or shift direction (right and left in Fig. 2) and in the right and left or select direction (normal to the plane of the paper in Fig. 2).
- the spherical bearing 10 comprises a spherical seat 10a formed in the support rod 6 and a ball portion 10b which is formed in the control rod 5 and confined in the spherical seat 10a.
- the support rod 6 is integrally formed with an arm 12 extending toward the control rod 1.
- This arm 12 of the support rod 6 has at an end a support portion 13 which supports the first part la of the control rod 1.
- the support portion 13 of the arm 12 comprises a spherical seat 13a, and a ball member 13b confined in the spherical seat 13a.
- the ball member 13b has a hole extending from one side to the opposite side through the center of the ball member.
- the first part 1a of the control rod 1 extends through the hole of the ball member 13b.
- the first part 1a is axially movable by sliding along the inner surface of the hole of the ball member 13b, and rotatable by the aid of the spherical contact between the spherical seat 13a and the ball member 13b and the cylindrical surface contact between the first part la of the control rod 1 and the hole of the ball member 13b.
- the vibration of an engine mainly comprises a vertical component. This vertical component is transmitted to the control rod 1 and the support rod 6 and causes a transverse vibration of a rod in each rod.
- the natural frequency fc of a transverse vibration of a rod is related to the length & of the rod. This relationship is expressed by where A is the sectional area of the rod, E its modulus of longitudinal elasticity, p its density, J its second moment of inertia. This is graphically shown in Fig. 6.
- the lengths of the control rod 1 and the support rod 6 are both determined as being about 680 mm (the length of a single control rod and a single support rod used in the linkage of Fig. 1), then the natural frequencies of the rods 1 and 6 are both about 120 Hz. Accordingly, the vibration of the engine operated within the normal speed range can approach to the natural frequency of the rods with the results of a resonance in both the rods 1 and 6.
- the natural frequency of this rod is 400 Hz as is evident from the above mentioned equation and Fig. 6.
- the engine rotational speed corresponding to this frequency, 400 Hz is much higher than the normal engine speed range. Therefore, a resonance of the rod is prevented within the normal engine speed range, and the vibration of the control lever is reduced.
- the control linkage of Fig. 2 is operated as follows: When the control lever 5 is moved in the select direction, the first part 1a of the control rod 1 rotates about a straight line passing through the center of the spherical bearing 10 and the center of the support portion 13, and the second part 1b of the control rod 1 rotates about its own axis. When the control lever 5 is moved in the shift direction, both of the first part 1a and the second part 1b of the control rod 1 axially move back and forth, and this movement is transmitted to the striking rod 3 for accomplishing a speed change.
- a second embodiment is shown in Fig. 3.
- the end of the support rod 6 on the transmission side, as well as the opposite end on the control lever side is connected to the vehicle body, and the second part 1b of the control rod 1 is supported by an arm 12 formed in the support rod 6.
- a bracket 14 is fixed to the end of the support rod 6 on the transmission side, and this bracket 14 is connected to the vehicle body member 9 through an elastic member 15.
- the first part 1a of the control rod 1 rotates about a straight line connecting the joint 11 and the spherical bearing 10 during a select operation of the control lever 5.
- this embodiment is the same as the preceding embodiment.
- a third embodiment of the present invention is shown in Fig. 4.
- the support rod 6, too is divided into two parts.
- a first part 6a of the support rod 6 on the control lever side is connected with a second part 6b on the transmission side by a universal joint 16.
- a bracket 17 is fixed to the second part 6b of the support rod 6 on the transmission side, and is connected to the vehicle body member 9 through an elastic member 15.
- the second part 1b of the control rod 1 is supported by the support portion 13 of the arm 12 integral with the second part 6b of the support rod 6.
- the end of the second part 6b of the support rod on the transmission side is pivotally connected with the transmission 2 as in the case of the first embodiment.
- a broken line a shows a vibration characteristic in the case of a conventional linkage using a single control rod and a single support rod.
- a solid line b shows a vibration characteristic in the case of this embodiment.
- the vibration of the control lever 5 is significantly reduced within the normal engine speed range ( -6000 rpm).
Abstract
Description
- The present invention relates to a gear shift control linkage system for a vehicular transmission.
- In a transmission system, there is provided a linkage for transmitting a manual movement of a control or shift lever to the transmission to accomplish a speed change. However, such a linkage also serves to transmit vibrations of the engine reversely from the transmission to the control lever and to the body of the vehicle. If a resonance is caused in the linkage by a vibration of the engine, the vibration is amplified and exerts more harmful influence.
- It is an object of the present invention to provide a gear shift control linkage system of a vehicular transmission which is arranged to restrict vibrations transmitted from the engine to a control lever and a body of the vehicle.
- It is another object of the present invention to provide a gear shift control linkage system of a vehicular transmission which is arranged not to be excited to a resonance by vibrations of the engine.
- According to the present invention, a gear shift control linkage system comprises a manually operable gear shift control lever which is swingable on a fulcrum intermediate between an upper end and a lower end, support means which supports the control lever and has pivot bearing means for allowing the control lever to swing on the fulcrum, and a control rod pivotally connected at one end with the lower end of the control lever and pivotally connected at the other end with a control shaft of the transmission for transmitting a movement of the control lever to the transmission to effect a speed change. The control rod comprises two parts, a first half rod on the control lever side and a second half rod on the transmission side which are connected together end to end by a joint. The control rod is supported rotatably and axially slidably at an intermediate portion between both ends by an arm formed in the support means.
- Preferably, the support means comprises a support rod which extends substantially in parallel with the control rod and fixedly supports the pivot bearing means. One end of the support rod is connected to a body of the vehicle, and the other end is connected to a housing of the transmission or the body of the vehicle.
- The arm of the support means is integral with the support rod and has at an end slide bearing means which supports one of the first half rod and the second half rod in such a manner that the supported one is axially slidable and rotatable on its own axis.
- In some cases, the support rod, too comprises two parts, a first half support rod on the control lever side and a second half support rod on the transmission side which are connected together end to end by a joint.
-
- Fig. 1 is a schematic view of a conventional control linakge system for a transmission;
- Fig. 2 is a schematic view showing one embodiment of the present invention;
- Fig. 3 is a schematic view showing a second embodiment of the present invention;
- Fig. 4 is a schematic view showing a third embodiment of the present invention;
- Fig. 5 is a graphical representation showing the results of a vibration experiment;
- Fig. 6 is a graphical representation showing the relationship between the natural frequency of a rod and the length of the rod.
- To facilitate understanding the present invention, a brief reference will be made to an example of a con- yentional control linkage system for a transmission, depicted in Fig. 1. In Fig. 1, a
control rod 1 is connected, at one end through auniversal joint 4, with a striking rod 3 which extends into atransmission 2 connected with an engine (not shown). Thecontrol rod 1 extends rearward of thetransmission 2 and is connected at the other end rotatably with a lower portion of a control orshift lever 5. - A
support rod 6 is pivotally connected at one end through a pin (not shown) with thetransmission 2. Thesupport rod 6 extends rearward substantially in parallel with thecontrol rod 1 and is fixed to abracket 7 which is connected with avehicle body member 9 through anelastic member 8. Thesupport rod 6 swingably supports thecontrol lever 5 through aspherical bearing 10. Thus, thecontrol lever 5 is swingable in the fore and aft direction (right and left in Fig. 1) and in the right and left direction (perpendicular to the plane of the paper in Fig. 1). - When a knob 5a on the top end of the
control lever 5 is moved right and left, the control lever 5 swings right and left on thespherical bearing 10, which causes thecontrol rod 1 to rotate to effect a so-called select operation. When the knob 5a is then moved fore and aft, the control lever 5 swings fore and aft on thespherical bearing 10, which causes thecontrol rod 1 to move axially to effect a so-called shift operation. Thus, a gear change is accomplished in thetransmission 2. - In this control linkage system for a transmission, the length of the
control rod 1 is determined by the relation of the positions of thetransmission 2 and thecontrol lever 5. Therefore, it is difficult to avoid a resonance of thecontrol rod 1 which occurs when the frequency of a vibration caused by the engine revolution coincides with the natural frequency of thecontrol rod 1. Such a resonance amplifies the vibration of the engine, which is then transmitted through thecontrol rod 1 not only to the control lever but also to the vehicle body via the support portion of thecontrol rod 1. - In view of the above description, a reference is now made to embodiments of the present invention shown in Figs. 2-4.
- In Fig. 2, a
control rod 1 is divided into two parts, a first part 1a on the control lever side and a second part 1b on the transmission side, and these two parts 1a and 1b are connected together by auniversal joint 11. Thiscontrol rod 1 is connected at one end with a striking rod 3 of atransmissin 2 through auniversal joint 4. Thecontrol rod 1 extends rearward of thetransmission 2, and the other end of thecontrol rod 1 is rotatably connected with a lower portion of acontrol lever 5, as in the case of Fig. 1. - One end of a
support rod 6 is swingably connected with thetransmission 2 by a pin. Thesupport rod 6 extends substantially in parallel with thecontrol rod 1 and is fixed at the other end with abracket 7 which is connected with avehicle body 9 through anelastic member 8. Thesupport rod 6 swingably supports thecontrol lever 5 through aspherical bearing 10. Thus, thecontrol lever 5 is swingable in the fore and aft or shift direction (right and left in Fig. 2) and in the right and left or select direction (normal to the plane of the paper in Fig. 2). Thespherical bearing 10 comprises aspherical seat 10a formed in thesupport rod 6 and a ball portion 10b which is formed in thecontrol rod 5 and confined in thespherical seat 10a. - The
support rod 6 is integrally formed with anarm 12 extending toward thecontrol rod 1. Thisarm 12 of thesupport rod 6 has at an end asupport portion 13 which supports the first part la of thecontrol rod 1. Thesupport portion 13 of thearm 12 comprises aspherical seat 13a, and aball member 13b confined in thespherical seat 13a. Theball member 13b has a hole extending from one side to the opposite side through the center of the ball member. The first part 1a of thecontrol rod 1 extends through the hole of theball member 13b. Thus, the first part 1a is axially movable by sliding along the inner surface of the hole of theball member 13b, and rotatable by the aid of the spherical contact between thespherical seat 13a and theball member 13b and the cylindrical surface contact between the first part la of thecontrol rod 1 and the hole of theball member 13b. - In general, engines are normally operated only within an engine speed range up to about 6000 rpm, and therefore it is practically important to reduce vibrations of the
control lever 5 within this speed range. It is also to be noted that the vibration of an engine mainly comprises a vertical component. This vertical component is transmitted to thecontrol rod 1 and thesupport rod 6 and causes a transverse vibration of a rod in each rod. - In general, the natural frequency fc of a transverse vibration of a rod is related to the length & of the rod. This relationship is expressed by
- If the lengths of the
control rod 1 and thesupport rod 6 are both determined as being about 680 mm (the length of a single control rod and a single support rod used in the linkage of Fig. 1), then the natural frequencies of therods rods - If, on the other hand, the length of a rod is 400 mm, the natural frequency of this rod is 400 Hz as is evident from the above mentioned equation and Fig. 6. The engine rotational speed corresponding to this frequency, 400 Hz, is much higher than the normal engine speed range. Therefore, a resonance of the rod is prevented within the normal engine speed range, and the vibration of the control lever is reduced.
- The control linkage of Fig. 2 is operated as follows: When the
control lever 5 is moved in the select direction, the first part 1a of thecontrol rod 1 rotates about a straight line passing through the center of thespherical bearing 10 and the center of thesupport portion 13, and the second part 1b of thecontrol rod 1 rotates about its own axis. When thecontrol lever 5 is moved in the shift direction, both of the first part 1a and the second part 1b of thecontrol rod 1 axially move back and forth, and this movement is transmitted to the striking rod 3 for accomplishing a speed change. - A second embodiment is shown in Fig. 3. In this embodiment, the end of the
support rod 6 on the transmission side, as well as the opposite end on the control lever side, is connected to the vehicle body, and the second part 1b of thecontrol rod 1 is supported by anarm 12 formed in thesupport rod 6. Abracket 14 is fixed to the end of thesupport rod 6 on the transmission side, and thisbracket 14 is connected to thevehicle body member 9 through anelastic member 15. In this case, unlike the preceding embodiment, the first part 1a of thecontrol rod 1 rotates about a straight line connecting thejoint 11 and the spherical bearing 10 during a select operation of thecontrol lever 5. In other respects, this embodiment is the same as the preceding embodiment. - A third embodiment of the present invention is shown in Fig. 4. In this embodiment, the
support rod 6, too, is divided into two parts. Afirst part 6a of thesupport rod 6 on the control lever side is connected with asecond part 6b on the transmission side by auniversal joint 16. Abracket 17 is fixed to thesecond part 6b of thesupport rod 6 on the transmission side, and is connected to thevehicle body member 9 through anelastic member 15. In this embodiment, the second part 1b of thecontrol rod 1 is supported by thesupport portion 13 of thearm 12 integral with thesecond part 6b of thesupport rod 6. The end of thesecond part 6b of the support rod on the transmission side is pivotally connected with thetransmission 2 as in the case of the first embodiment. - The results of a experiment on vibration of the
control lever 5 of the embodiment of Fig. 4 are shown in Fig. 5. In Fig. 5, a broken line a shows a vibration characteristic in the case of a conventional linkage using a single control rod and a single support rod. A solid line b shows a vibration characteristic in the case of this embodiment. As is evident from Fig. 5, the vibration of thecontrol lever 5 is significantly reduced within the normal engine speed range ( -6000 rpm).
Claims (11)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP56162342A JPS5863527A (en) | 1981-10-12 | 1981-10-12 | Speed changer control unit |
JP162342/81 | 1981-10-12 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0077053A2 true EP0077053A2 (en) | 1983-04-20 |
EP0077053A3 EP0077053A3 (en) | 1983-08-10 |
EP0077053B1 EP0077053B1 (en) | 1986-07-16 |
Family
ID=15752726
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP82109348A Expired EP0077053B1 (en) | 1981-10-12 | 1982-10-08 | Gear shift control linkage of transmission |
Country Status (4)
Country | Link |
---|---|
US (1) | US4491032A (en) |
EP (1) | EP0077053B1 (en) |
JP (1) | JPS5863527A (en) |
DE (1) | DE3272032D1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0087569B1 (en) * | 1982-03-01 | 1986-08-27 | Nissan Motor Co., Ltd. | Low vibration-level remote control gearshift linkage for manual transmission |
DE3925448A1 (en) * | 1989-08-01 | 1991-02-07 | Opel Adam Ag | Vehicle gearbox selector control lever - has lever arm ratio of support, linked between gearbox and vehicle body, corresponding to that of control lever |
EP0441248A1 (en) * | 1990-02-01 | 1991-08-14 | Iveco Magirus Aktiengesellschaft | Gear shift device for a vehicle |
EP2781794A1 (en) * | 2013-03-20 | 2014-09-24 | Bayerische Motoren Werke Aktiengesellschaft | Shifting device for shifting a manual gearbox of a vehicle |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0210866Y2 (en) * | 1985-09-09 | 1990-03-16 | ||
FR2678577B1 (en) * | 1991-07-03 | 1993-10-22 | Aerospatiale Ste Nationale Indle | DEVICE FOR THE ADJUSTMENT OF THE EFFORTS OF MANEUVERING MOBILE AIRCRAFT ORGANS. |
KR100428166B1 (en) * | 2001-11-28 | 2004-04-28 | 현대자동차주식회사 | A shifting device of a transmission |
KR100461079B1 (en) * | 2001-12-18 | 2004-12-09 | 현대자동차주식회사 | shift operation apparatus with damping function for automatic transmission |
SE525345C2 (en) * | 2003-06-24 | 2005-02-08 | Kongsberg Automotive Ab | Gear |
JP4512329B2 (en) * | 2003-06-25 | 2010-07-28 | スズキ株式会社 | Transmission shift device |
CN102637057B (en) * | 2012-04-15 | 2014-02-05 | 苏州怡信光电科技有限公司 | Device for adjusting movement speed |
US20160017984A1 (en) * | 2014-07-18 | 2016-01-21 | Steve Puffpaff | Shifter for manual transmission |
Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2040594A (en) * | 1934-02-24 | 1936-05-12 | Fuller Mfg Co | Remote control for transmissions |
US2390711A (en) * | 1943-11-26 | 1945-12-11 | Kenworth Motor Truck Corp | Remote control for variable-speed transmission |
US2399613A (en) * | 1944-07-01 | 1946-05-07 | Fuller Mfg Co | Remote control for automotive vehicle transmissions |
US2819626A (en) * | 1955-01-15 | 1958-01-14 | Daimler Benz Ag | Motion-transmitting mechanism for a speed change transmission of a motor vehicle |
FR1394157A (en) * | 1964-02-18 | 1965-04-02 | Simca Automobiles Sa | Gearbox control device, in particular for a motor vehicle |
US3489028A (en) * | 1967-02-03 | 1970-01-13 | Simca Automobiles Sa | Gearbox control device |
GB1182766A (en) * | 1968-12-19 | 1970-03-04 | British Motor Corp Ltd | Remote Control of Gearbox Mechanism |
FR2181112A5 (en) * | 1972-04-17 | 1973-11-30 | Chrysler France | |
EP0001478A1 (en) * | 1977-09-14 | 1979-04-18 | Ford Motor Company Limited | Gear ratio changing mechanism |
EP0006330A1 (en) * | 1978-06-14 | 1980-01-09 | Nissan Motor Co., Ltd. | Gear shift control linkage |
GB1567081A (en) * | 1976-09-29 | 1980-05-08 | Manno Kogyo Co Ltd | Shift mechanisms for automotive transmissions |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB1402662A (en) * | 1973-01-18 | 1975-08-13 | Chrysler Uk | Gear change mechanisms |
FR2217943A5 (en) * | 1973-02-08 | 1974-09-06 | Peugeot & Renault | |
JPS51141957A (en) * | 1975-05-30 | 1976-12-07 | Toyota Motor Corp | Operating device of change gear for automobile |
FR2330072A1 (en) * | 1975-10-28 | 1977-05-27 | Peugeot | MANUAL GEAR CHANGE MECHANISM FOR MOTOR VEHICLES |
JPS5813926B2 (en) * | 1975-12-28 | 1983-03-16 | トヨタ自動車株式会社 | Transmission control |
US4364450A (en) * | 1981-01-06 | 1982-12-21 | Atwood Vacuum Machine Company | Apparatus for mounting a transmission selector |
-
1981
- 1981-10-12 JP JP56162342A patent/JPS5863527A/en active Pending
-
1982
- 1982-08-26 US US06/411,848 patent/US4491032A/en not_active Expired - Fee Related
- 1982-10-08 EP EP82109348A patent/EP0077053B1/en not_active Expired
- 1982-10-08 DE DE8282109348T patent/DE3272032D1/en not_active Expired
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2040594A (en) * | 1934-02-24 | 1936-05-12 | Fuller Mfg Co | Remote control for transmissions |
US2390711A (en) * | 1943-11-26 | 1945-12-11 | Kenworth Motor Truck Corp | Remote control for variable-speed transmission |
US2399613A (en) * | 1944-07-01 | 1946-05-07 | Fuller Mfg Co | Remote control for automotive vehicle transmissions |
US2819626A (en) * | 1955-01-15 | 1958-01-14 | Daimler Benz Ag | Motion-transmitting mechanism for a speed change transmission of a motor vehicle |
FR1394157A (en) * | 1964-02-18 | 1965-04-02 | Simca Automobiles Sa | Gearbox control device, in particular for a motor vehicle |
US3489028A (en) * | 1967-02-03 | 1970-01-13 | Simca Automobiles Sa | Gearbox control device |
GB1182766A (en) * | 1968-12-19 | 1970-03-04 | British Motor Corp Ltd | Remote Control of Gearbox Mechanism |
FR2181112A5 (en) * | 1972-04-17 | 1973-11-30 | Chrysler France | |
GB1567081A (en) * | 1976-09-29 | 1980-05-08 | Manno Kogyo Co Ltd | Shift mechanisms for automotive transmissions |
EP0001478A1 (en) * | 1977-09-14 | 1979-04-18 | Ford Motor Company Limited | Gear ratio changing mechanism |
EP0006330A1 (en) * | 1978-06-14 | 1980-01-09 | Nissan Motor Co., Ltd. | Gear shift control linkage |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0087569B1 (en) * | 1982-03-01 | 1986-08-27 | Nissan Motor Co., Ltd. | Low vibration-level remote control gearshift linkage for manual transmission |
DE3925448A1 (en) * | 1989-08-01 | 1991-02-07 | Opel Adam Ag | Vehicle gearbox selector control lever - has lever arm ratio of support, linked between gearbox and vehicle body, corresponding to that of control lever |
EP0441248A1 (en) * | 1990-02-01 | 1991-08-14 | Iveco Magirus Aktiengesellschaft | Gear shift device for a vehicle |
EP2781794A1 (en) * | 2013-03-20 | 2014-09-24 | Bayerische Motoren Werke Aktiengesellschaft | Shifting device for shifting a manual gearbox of a vehicle |
Also Published As
Publication number | Publication date |
---|---|
JPS5863527A (en) | 1983-04-15 |
EP0077053B1 (en) | 1986-07-16 |
EP0077053A3 (en) | 1983-08-10 |
US4491032A (en) | 1985-01-01 |
DE3272032D1 (en) | 1986-08-21 |
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